Sylvania



(No Model.) 2 Sheets-Sheet 1. G. T. SOHOEN 8: L. W. NEWTON.

BRAKE BEAM AND SHOE HEAD.

WITNESSES Q25 (No Model.) 2 SheetsSheet 2. C. T. SCHOEN & L. W. NEWTON.

BRAKE BEAM AND SHOE HEAD.

No. 450,760. Patented Apr. 21, 1891.

WITNESSES & Ofi/ r UNITED STATES PATENT OFFICE.

CHARLES T. SOHOEN AND LE\VIS \V. NEVTON, OF ALLEGHENY, ASSIGNORS TO THESCIIOEN MANUFACTURING COMPANY, OF PHILADELPHIA, PENN- SYLVANIA.

BRAKE-BEAM AND SHOE-HEAD.

SPECIFICATION forming part of Letters Patent No. 450,760, dated. April21, 1891.

Application filed February 3, 1891. Serial No. 380,068. (No model.)

To aZZ whom it may concern;

Be it known that we, CHARLES T. SUHOEN' and LEWIS W. NEWTON, citizens ofthe United States, residing at Allegheny, in the county of Allegheny andState of Pennsylvania, have invented a certain new and usefulImprovement in Pressed-Steel Brake-Beams and Shoe-Heads forRailway-Cars, of which the following is a full, clear, and exactdescription.

The object of our invention is to provide a truss brake-beam for use inconnection with the brake-shoes of railway-cars, and also to provideashoe-head for such and other brake- I 5 beams.

In practicing our invention we form from plate metal, preferably steel,by pressing the same into shape two corrugated or beaded bars, which inoutline are of the form of ob- 2o tuse angles and which are connected attheir ends to form a diamond, and for convenience we will refer to thethus united bars as a diamondtruss. From apiece of properly-slittedplate metal we strike up or press into shape a wedge-shaped shoe-headhaving a depending tang or shank, by which it may be con nected to theends of the beam.

\Ve will describe first the principle of our invention and the manner ofconstructing the same, and then particularly point out and distinctlyclaim the part or improvement which We claim as our invention.

In the accompanying drawings, illustrating our invention, in the severalfigures of which 5 like parts are similarly designated, Figure 1 is afront elevation, and Fig. 2 a plan, of the complete invention. Fig. 3 isa longitudinal section of the meeting ends of the truss-bars on a largerscale. Fig. 4 is a transverse section. Fig. 5 is an end elevation. Fig.6 is a vertical section taken to one side of the strut. Fig. 7 is a planof the blank from which the shoe-head is formed. Fig. Sis atop plan viewof the shoe-head; Fig. 9, a side elevation, and 5 Fig. 10 an endelevation, of said shoe-head. Figs. 11, 12, and 13 show in plan, sideand end elevation the saddle which is interposed between the tensile barof the beam and the strut, in order to prevent abrasion or cutting ofthe bar by the strut. Figs. 14, 15, and 16,

respectively, show top, side, and end views of the upper end of thestrut.

The letter a designates the tensile bar, and the letter I) designatesthe compressing -bar. These bars may be of the same or diderentthicknesses, or weight, or stock. They are shown as of differentthicknesses, the tensile bar being considerably lighter than thecompression-bar. These bars, as clearly shown,

' more especially in Fig. 4, are concaved or cor- 6o rugated or beadedor otherwise stiffened and strengthened longitudinally. \Ve prefer toform them by pressing from flat steel plates. These bars are providedwith the longitudinal ribs or corrugations and are bent into the form ofobtuse angles and they are united at their ends and in the form of adiamond, as clearly shown in Fig. 2, thereby insuring strength,lightness, and ability to resist and recover from shocks. At its endsthe tensile bar is lapped over the compression-bar, as clearly shown inFigs. 3 and 4:. At their a11- gles the two bars are spaced and renderedrigid by the inclusion of the strut c. This strut is formed by bendingupon itself a strip of metal, so as to form a loop 0 to receive thecompression-bar b. In order to obtain stiifness and to place the strutin position to be connected with the brake-operating levers, it istwisted, and thereby the width of its ends is brought crosswise of thetensile bar, and these ends are recessed, as seen. more par ticularly inFigs. 6 and 15,to receive the tensile bar. As it would be hazardous tohave the strut rest directly upon the tensile bar, we interpose betweenit and the tensile bara saddle d, which is also struck up of platesteel.This saddle is provided with a projection d, and we prefer also toprovide the tensile bar witha' corresponding projection which fits intothe projection of the saddle, and thereby serves to hold the saddle inposition and against lateral displacement. In order to strengthen theengagement of the strut with the compression-bar, the sides of the saidstrut are slitted to form tongues 0 (see especially Figs. 2 and 6,) andthese tongues are turned in so as to rest upon the inner surface of thecompression-bar I), thus holding the compression-briand the strutiuposition very rigidly. Links (3, of substantially the conformation shownin Fig. 5, are supplied upon the compression-bar to take the ordinarychains.

The ends of the tensile bar and the compression-bar, in addition tobeing united by the overlapping of the tensile bar upon thecompression-bar, are further united by bolts f, passed transverselythrough. them. These bolts also serve to connect the brake-shoe heads 9to the brake-beam. I

While we do not limit our invention in the beam proper to the particularkind of brakeshoe heads or brake-shoes, yet We prefer, because of theirsuperiority in strength, durability, and lightness of weight, to employpressed-steel brake-shoe heads, as we will proceed now to describe.

Referring to Figs. 7 to 10, we take a flat piece of plate-steel g slitit longitudinally at 2, and cut out atongue g. Then byproper dies thetongue g is bent down and below the body, as shown in Figs. 9 and 10, toform the tang or shank by which the head is se cured to the. beam. Wethen turn upthe sides of this blank to form the sides 9 and turn downthe end opposite the shank to form the abutment 9 The center isdepressed at g to form a countersink for the reception of the bolt f,used to unite the head and the two bars of the beam. This bolt is passedthrough holes in the countersink and in the tang or shank g, whichregister with one anotherand with holes in the ends of the tensile barand compression-bar. The shoe-head as thus finished presents through itssides g and bottom 9 a dovetailed socket to receive a correspondingdovetailed projection on the brake-shoe h.

Some of the advantages of our invention are that there is the same archin the compression member as there is in the tensile member, and thisresults in the more uniform distribution of the strain than is possiblewith the constructions now common. The strain 011 the tensile memberwhere it is placed in'a straight line is multiplied very rapidly, Whilein the diamond shape it is uniformly distributed between the two and avery much stiffer beam is obtained. The diamond-form beam is betteradapted for the space it is to occupy than one where the arch is all inthe compression member. Inasmuch as the countersink in the shoe fallsinto the trough of the arched bars, it serves to prevent the endwise orlongitudinal displacement of the shoe-head when it is under strain. Thesafety link provided is Welded the same as any ordinary link, and thenpressed into the form of the compression-bar,on which it is placedbefore putting the truss together. This link serves the usual purpose ofpreventing the brake-beam from falling on the track in case of breakage.It will be noticed that the holes i 5 in the strut for the reception ofthe lever are arranged between the two bars composing the beam.

e do not wish to be understood as limiting our invention in brake-shoeheads to the precise construction shown. It is understood that we haveselected this form of brake-shoe head simply by way of illustration, andit may be modified variously to meet the standards of different roadswithout departing from our invention.

What we claim is'- 1. A brake-beam composed of an arched tensile memberand an arched compression member connected at their ends and constructed of plate metal longitudinally corrugated and provided with atransverse strut, substantially as described.

2. A diamond-form brake-beam composed of a tensile bar and acompression-bar made of metal plates longitudinally corrugated andhaving the general outline of an obtuse angle and united, substantiallyas set forth.

3. A pressed-steel brake-beam having a tensile bar and a compression barconstructed of plates corrugated longitudinally and made as obtuseangles, united at their ends and braced transversely, substantially asdescribed.

4. A brake-beam having a tensile bar and a compression-bar combined witha strut having one end looped to receive one of the bars and providedwith tongues to bind the bar and having its other end shaped to receivethe other bar, substantially as described.

5. A brake-beam containing a tensile bar and a compression-bar, combinedwith a strut looped about one of the bars and having its other endshaped to receive the other bar,

and a saddle interposed between this end and said bar, substantially asand for the purpose described.

6. In a brake-beam, an obtuse-angled-tensile bar and a similarcompression-bar united at their ends by looping the former over and uponthe latter, and a strut embracing one of the bars and abutting againstthe other bar, substantially as described.

7. A pressed-steel brake-shoe head having.

sides to form a socket to receive the brakeshoe, a tang or shank havingin its end a bolt-hole and a countersinkin the body of the head, alsohaving a bolt-hole in alignment with the bolt-hole in the shank or tang,substantially as and for the purpose described.

In testimony whereof we have hereunto set our hands this 31st day ofJanuary, 189].

CHAS. T. SOHOEN. LEWIS IV. NEWTON. Witnesses:

W. H. SoHoEN, Jr, A. D. WILSON.

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